U.S. patent application number 16/657870 was filed with the patent office on 2020-04-23 for aeronautical display system and method.
The applicant listed for this patent is Milton Academy. Invention is credited to DAMMING CUI, Noah Shane Fuller, Sarah Ting-Ting Hsu, Patrick Jiacheng Huang, Max Hui, Bradley Moriarty.
Application Number | 20200122854 16/657870 |
Document ID | / |
Family ID | 70279520 |
Filed Date | 2020-04-23 |
View All Diagrams
United States Patent
Application |
20200122854 |
Kind Code |
A1 |
CUI; DAMMING ; et
al. |
April 23, 2020 |
AERONAUTICAL DISPLAY SYSTEM AND METHOD
Abstract
A computer-implemented method, computer program product and
computing system for receiving angle-of-attack information
concerning an aircraft; and rendering an angle-of-attack indicator
within a flight director of the aircraft based, at least in part,
upon the angle-of-attack information.
Inventors: |
CUI; DAMMING; (Milton,
MA) ; Fuller; Noah Shane; (Milton, MA) ; Hsu;
Sarah Ting-Ting; (Milton, MA) ; Huang; Patrick
Jiacheng; (Milton, MA) ; Hui; Max; (Milton,
MA) ; Moriarty; Bradley; (Milton, MA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Milton Academy |
Milton |
MA |
US |
|
|
Family ID: |
70279520 |
Appl. No.: |
16/657870 |
Filed: |
October 18, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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62747217 |
Oct 18, 2018 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
G09G 5/343 20130101;
G07C 5/0825 20130101; G09G 2380/12 20130101; G01C 23/005 20130101;
G07C 5/008 20130101; G06F 3/147 20130101; B64D 43/02 20130101; B64D
43/00 20130101 |
International
Class: |
B64D 43/00 20060101
B64D043/00; G07C 5/08 20060101 G07C005/08; G07C 5/00 20060101
G07C005/00; G06F 3/147 20060101 G06F003/147; G01C 23/00 20060101
G01C023/00 |
Claims
1. A computer-implemented method, executed on a computing device,
comprising: receiving angle-of-attack information concerning an
aircraft; and rendering an angle-of-attack indicator within a
flight director of the aircraft based, at least in part, upon the
angle-of-attack information.
2. The computer-implemented method of claim 1 wherein the
angle-of-attack indicator is a multi-portion angle-of-attack
indicator.
3. The computer-implemented method of claim 2 wherein the
angle-of-attack information includes: first angle-of-attack
information concerning a first wing of the aircraft; and second
angle-of-attack information concerning a second wing of the
aircraft.
4. The computer-implemented method of claim 3 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering a first portion of the angle-of-attack
indicator within the flight director for the first wing of the
aircraft based, at least in part, upon the first angle-of-attack
information; and rendering a second portion of the angle-of-attack
indicator within the flight director for the second wing of the
aircraft based, at least in part, upon the second angle-of-attack
information.
5. The computer-implemented method of claim 1 wherein the
angle-of-attack indicator is a visual angle-of-attack
indicator.
6. The computer-implemented method of claim 5 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within the flight director of the aircraft to indicate an
acceptable operating condition for the aircraft.
7. The computer-implemented method of claim 5 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate a
questionable operating condition for the aircraft.
8. The computer-implemented method of claim 5 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate an
unacceptable operating condition for the aircraft.
9. A computer program product residing on a computer readable
medium having a plurality of instructions stored thereon which,
when executed by a processor, cause the processor to perform
operations comprising: receiving angle-of-attack information
concerning an aircraft; and rendering an angle-of-attack indicator
within a flight director of the aircraft based, at least in part,
upon the angle-of-attack information.
10. The computer program product of claim 9 wherein the
angle-of-attack indicator is a multi-portion angle-of-attack
indicator.
11. The computer program product of claim 10 wherein the
angle-of-attack information includes: first angle-of-attack
information concerning a first wing of the aircraft; and second
angle-of-attack information concerning a second wing of the
aircraft.
12. The computer program product of claim 11 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering a first portion of the angle-of-attack
indicator within the flight director for the first wing of the
aircraft based, at least in part, upon the first angle-of-attack
information; and rendering a second portion of the angle-of-attack
indicator within the flight director for the second wing of the
aircraft based, at least in part, upon the second angle-of-attack
information.
13. The computer program product of claim 9 wherein the
angle-of-attack indicator is a visual angle-of-attack
indicator.
14. The computer program product of claim 13 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within the flight director of the aircraft to indicate an
acceptable operating condition for the aircraft.
15. The computer program product of claim 13 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate a
questionable operating condition for the aircraft.
16. The computer program product of claim 13 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate an
unacceptable operating condition for the aircraft.
17. A computing system including a processor and memory configured
to perform operations comprising: receiving angle-of-attack
information concerning an aircraft; and rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information.
18. The computing system of claim 17 wherein the angle-of-attack
indicator is a multi-portion angle-of-attack indicator.
19. The computing system of claim 18 wherein the angle-of-attack
information includes: first angle-of-attack information concerning
a first wing of the aircraft; and second angle-of-attack
information concerning a second wing of the aircraft.
20. The computing system of claim 19 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering a first portion of the angle-of-attack
indicator within the flight director for the first wing of the
aircraft based, at least in part, upon the first angle-of-attack
information; and rendering a second portion of the angle-of-attack
indicator within the flight director for the second wing of the
aircraft based, at least in part, upon the second angle-of-attack
information.
21. The computing system of claim 17 wherein the angle-of-attack
indicator is a visual angle-of-attack indicator.
22. The computing system of claim 21 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within the flight director of the aircraft to indicate an
acceptable operating condition for the aircraft.
23. The computing system of claim 21 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate a
questionable operating condition for the aircraft.
24. The computing system of claim 21 wherein rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information
includes: rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate an
unacceptable operating condition for the aircraft.
Description
RELATED APPLICATION(S)
[0001] This application claims the benefit of U.S. Provisional
Application No. 62/747,217, filed on 18 Oct. 2018, the entire
contents of which are incorporated herein by reference.
TECHNICAL FIELD
[0002] This disclosure relates to aeronautical displays and, more
particularly, to aeronautical display within glass cockpits.
BACKGROUND
[0003] Referring to FIG. 1, there is shown an example of prior art
glass cockpit display 10 and well as various examples of prior art
angle-of-attack gauges 12, 14, 16, 18 for use within the cockpit of
an aircraft.
[0004] As is known in the art, a glass cockpit is an aircraft
cockpit that features electronic (digital) flight instrument
displays, typically large LCD screens, rather than the traditional
style of analog dials and gauges. While a traditional cockpit
relies on numerous mechanical gauges to display information, a
glass cockpit uses several displays driven by flight management
systems, that can be adjusted (multi-function display) to display
flight information as needed. This simplifies aircraft operation
and navigation and allows pilots to focus only on the most
pertinent information.
[0005] Such glass cockpit displays (e.g., prior art glass cockpit
10) typically includes an airspeed indicator (e.g., air speed
indicator 20) and an altitude indicator (e.g., altitude indicator
22). As is known in the art, air speed indicator 20 may include
scrolling airspeed tape 24 (that displays a scrolling range of
airspeeds) and stationary magnified window 26 (that display a
magnified view of the actual speed of the aircraft). As is known in
the art, altitude indicator 22 may include scrolling altitude tape
28 (that displays a scrolling range of altitudes) and stationary
magnified altitude window 30 (that displays a magnified view of the
actual altitude of the aircraft).
[0006] The angle-of-attack gauges (e.g., angle-of-attack gauges 12,
14, 16, 18) are typically mechanical in nature and are typically
not included within (or incorporated into) glass cockpit display
10, thus requiring the pilot of the aircraft to take their eyes off
of glass cockpit display 10 to read the angle of attack gauge
(e.g., angle-of-attack gauges 12, 14, 16, 18).
SUMMARY OF DISCLOSURE
[0007] Concept 2
[0008] In one implementation, a computer-implemented method is
executed on a computing device and includes: receiving
angle-of-attack information concerning an aircraft; and rendering
an angle-of-attack indicator within a flight director of the
aircraft based, at least in part, upon the angle-of-attack
information.
[0009] One or more of the following features may be included. The
angle-of-attack indicator may be a multi-portion angle-of-attack
indicator. The angle-of-attack information may include: first
angle-of-attack information concerning a first wing of the
aircraft; and second angle-of-attack information concerning a
second wing of the aircraft. Rendering an angle-of-attack indicator
within a flight director of the aircraft based, at least in part,
upon the angle-of-attack information may include: rendering a first
portion of the angle-of-attack indicator within the flight director
for the first wing of the aircraft based, at least in part, upon
the first angle-of-attack information; and rendering a second
portion of the angle-of-attack indicator within the flight director
for the second wing of the aircraft based, at least in part, upon
the second angle-of-attack information. The angle-of-attack
indicator may be a visual angle-of-attack indicator. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within the flight director of the aircraft to indicate an
acceptable operating condition for the aircraft. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate a
questionable operating condition for the aircraft. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate an
unacceptable operating condition for the aircraft.
[0010] In another implementation, a computer program product
resides on a computer readable medium and has a plurality of
instructions stored on it. When executed by a processor, the
instructions cause the processor to perform operations including:
receiving angle-of-attack information concerning an aircraft; and
rendering an angle-of-attack indicator within a flight director of
the aircraft based, at least in part, upon the angle-of-attack
information.
[0011] One or more of the following features may be included. The
angle-of-attack indicator may be a multi-portion angle-of-attack
indicator. The angle-of-attack information may include: first
angle-of-attack information concerning a first wing of the
aircraft; and second angle-of-attack information concerning a
second wing of the aircraft. Rendering an angle-of-attack indicator
within a flight director of the aircraft based, at least in part,
upon the angle-of-attack information may include: rendering a first
portion of the angle-of-attack indicator within the flight director
for the first wing of the aircraft based, at least in part, upon
the first angle-of-attack information; and rendering a second
portion of the angle-of-attack indicator within the flight director
for the second wing of the aircraft based, at least in part, upon
the second angle-of-attack information. The angle-of-attack
indicator may be a visual angle-of-attack indicator. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within the flight director of the aircraft to indicate an
acceptable operating condition for the aircraft. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate a
questionable operating condition for the aircraft. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate an
unacceptable operating condition for the aircraft.
[0012] In another implementation, a computing system includes a
processor and memory is configured to perform operations including:
receiving angle-of-attack information concerning an aircraft; and
rendering an angle-of-attack indicator within a flight director of
the aircraft based, at least in part, upon the angle-of-attack
information.
[0013] One or more of the following features may be included. The
angle-of-attack indicator may be a multi-portion angle-of-attack
indicator. The angle-of-attack information may include: first
angle-of-attack information concerning a first wing of the
aircraft; and second angle-of-attack information concerning a
second wing of the aircraft. Rendering an angle-of-attack indicator
within a flight director of the aircraft based, at least in part,
upon the angle-of-attack information may include: rendering a first
portion of the angle-of-attack indicator within the flight director
for the first wing of the aircraft based, at least in part, upon
the first angle-of-attack information; and rendering a second
portion of the angle-of-attack indicator within the flight director
for the second wing of the aircraft based, at least in part, upon
the second angle-of-attack information. The angle-of-attack
indicator may be a visual angle-of-attack indicator. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within the flight director of the aircraft to indicate an
acceptable operating condition for the aircraft. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate a
questionable operating condition for the aircraft. Rendering an
angle-of-attack indicator within a flight director of the aircraft
based, at least in part, upon the angle-of-attack information may
include rendering at least a portion of the angle-of-attack
indicator within a flight director of the aircraft to indicate an
unacceptable operating condition for the aircraft.
[0014] The details of one or more implementations are set forth in
the accompanying drawings and the description below. Other features
and advantages will become apparent from the description, the
drawings, and the claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIG. 1 is a diagrammatic view of a prior art glass cockpit
display and several angle-of-attack gauges;
[0016] FIG. 2 is a diagrammatic view of an aircraft including a
computing device that executes an aeronautical display process
according to an embodiment of the present disclosure;
[0017] FIG. 3 is a flowchart of an implementation of the
aeronautical display process of FIG. 2 according to an embodiment
of the present disclosure;
[0018] FIG. 4 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 3 according to
an embodiment of the present disclosure;
[0019] FIG. 5 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 3 according to
an embodiment of the present disclosure;
[0020] FIG. 6 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 3 according to
an embodiment of the present disclosure;
[0021] FIG. 7 is a flowchart of another implementation of the
aeronautical display process of FIG. 1 according to an embodiment
of the present disclosure;
[0022] FIG. 8 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 7 according to
an embodiment of the present disclosure;
[0023] FIG. 8A is a diagrammatic detail view of an angle-of-attack
indicator rendered by the aeronautical display process of FIG.
7;
[0024] FIG. 9 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 7 according to
an embodiment of the present disclosure;
[0025] FIG. 10 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 7 according to
an embodiment of the present disclosure;
[0026] FIG. 11 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 7 according to
an embodiment of the present disclosure; and
[0027] FIG. 12 is a diagrammatic view of a glass cockpit display
rendered by the aeronautical display process of FIG. 7 according to
an embodiment of the present disclosure.
[0028] Like reference symbols in the various drawings indicate like
elements.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0029] System Overview
[0030] Referring to FIG. 2, there is shown aeronautical display
process 50. Aeronautical display process 50 may reside on and may
be executed by computing device 52, which may be included within
aircraft 14. While aircraft 14 is shown to be a plane, this is for
illustrative purposes only and is not intended to be a limitation
of this disclosure, as other configurations are possible and are
considered to be within the scope of this disclosure. Accordingly,
other types of aircraft (e.g., helicopters) are considered to be
within the scope of this disclosure.
[0031] Examples of computing device 52 may include, but are not
limited to: a personal computer, a laptop computer, a notebook
computer, a server computer, a single board computer and/or a
cloud-based computing platform. The instruction sets and
subroutines of aeronautical display process 50, which may be stored
on storage device 56 coupled to computing device 52, may be
executed by one or more processors (not shown) and one or more
memory architectures (not shown) included within computing device
52. Examples of storage device 56 may include but are not limited
to: a hard disk drive; a RAID device; a random access memory (RAM);
a read-only memory (ROM); and all forms of flash memory storage
devices.
[0032] Aeronautical Display Process (for Airspeed &
Altitude)
[0033] Referring also to FIGS. 3-6, aeronautical display process 50
may receive 100 a current operating value (e.g., current operating
value 58) concerning an operating condition of an aircraft (e.g.,
aircraft 54). Examples of current operating value 58 may include
but are not limited to: the airspeed of aircraft 54 and the
altitude of aircraft 54.
[0034] As will be discussed below in greater detail, aeronautical
display process 50 may render 102 the current operating value
(e.g., current operating value 58) within a magnified operating
window (e.g., magnified operating windows 200, 202) of a glass
cockpit display (e.g., glass cockpit display 10) of aircraft
54.
[0035] Aeronautical display process 50 may locate 104 the magnified
operating window (e.g., magnified operating windows 200, 202) along
a fixed range of operating values (e.g., fixed ranges 204, 206) for
aircraft 54 based, at least in part, upon the current operating
value (e.g., current operating value 58).
[0036] Airspeed Display
[0037] When the current operating value (e.g., current operating
value 58) is the airspeed of aircraft 54, the fixed range of
operating values (e.g., fixed range 204) may be a range of possible
airspeeds for aircraft 54. In this particular example, fixed range
204 is shown to be a range from 40-200 knots (in a fashion similar
to a speedometer on a car).
[0038] Upon receiving 100 current operating value 58, aeronautical
display process 50 may render 102 current operating value 58 (e.g.,
the airspeed of aircraft 54 in knots in this example) within
magnified operating window 200 of glass cockpit display 10 of
aircraft 54. Aeronautical display process 50 may then locate 104
magnified operating window 200 along fixed range 204 for aircraft
54 based, at least in part, upon current operating value 58, which
is the airspeed to aircraft 54 (in this example).
[0039] Assume that in FIG. 4, aircraft 54 is accelerating for
takeoff down a runway and is currently doing 53 knots. Accordingly,
magnified operating window 200 is positioned at the lower end of
fixed range 204 (i.e., proximate the 40 knot lower end of fixed
range 204).
[0040] Once airborne, assume that aircraft 54 accelerates to a
cruising velocity of 157 knots. Accordingly, current operating
value 58 (i.e., the airspeed of aircraft 54 in this example)
received 100 by aeronautical display process 50 may change. Upon
receiving this changed current operating value 58 (i.e., the
airspeed of aircraft 54 in this example), aeronautical display
process 50 may relocate 106 magnified operating window 200 along
the fixed range of operating values (e.g., fixed range 204) for
aircraft 54 based, at least in part, upon the change in current
operating value 58. Accordingly and as shown in FIG. 5, magnified
operating window 200 may be relocated 106 upward toward the upper
end of fixed range 204 (i.e., proximate the 200 knot upper end of
fixed range 204).
[0041] Continuing with the above-stated example, assume that
aircraft 54 returns to its original airport and has just landed and
is decelerating on the runway from which it took off. Accordingly,
current operating value 58 (i.e., the airspeed of aircraft 54 in
this example) received 100 by aeronautical display process 50 may
change. Upon receiving this changed current operating value 58
(i.e., the airspeed of aircraft 54 in this example), aeronautical
display process 50 may relocate 106 magnified operating window 200
along the fixed range of operating values (e.g., fixed range 204)
for aircraft 54 based, at least in part, upon the change in current
operating value 58. Accordingly and as shown in FIG. 6, magnified
operating window 200 may be relocated 106 downward toward the lower
end of fixed range 204 (i.e., proximate the 40 knot lower end of
fixed range 204).
[0042] Altitude Display
[0043] When the current operating value (e.g., current operating
value 58) is the altitude of aircraft 54, the fixed range of
operating values (e.g., fixed range 206) is a range of possible
altitudes for aircraft 54. In this particular example, fixed range
206 is shown to be a range from 0-30,000 feet (again, in a fashion
similar to a speedometer on a car).
[0044] Upon receiving 100 current operating value 58, aeronautical
display process 50 may render 102 current operating value 58 (e.g.,
the altitude of aircraft 54 in feet in this example) within
magnified operating window 202 of glass cockpit display 10 of
aircraft 54. Aeronautical display process 50 may then locate 104
magnified operating window 202 along fixed range 206 for aircraft
54 based, at least in part, upon current operating value 58, which
is the altitude of aircraft 12 (in this example).
[0045] Assume that in FIG. 4, aircraft 54 is accelerating for
takeoff down a runway that is located at an elevation of 3,378.
Accordingly, magnified operating window 202 is positioned at the
lower end of fixed range 206 (i.e., proximate the 0 feet lower end
of fixed range 206).
[0046] Once airborne, assume that aircraft 54 climbs to a cruising
altitude of 24,035 feet. Accordingly, current operating value 58
(i.e., the altitude of aircraft 54 in this example) received 100 by
aeronautical display process 50 may change. Upon receiving this
changed current operating value 58 (i.e., the altitude of aircraft
54 in this example), aeronautical display process 50 may relocate
106 magnified operating window 202 along the fixed range of
operating values (e.g., fixed range 206) for aircraft 54 based, at
least in part, upon the change in current operating value 58.
Accordingly and as shown in FIG. 5, magnified operating window 202
may be relocated 106 upward toward the upper end of fixed range 206
(i.e., proximate the 30,000 feet upper end of fixed range 206).
[0047] Continuing with the above-stated example, assume that
aircraft 54 returns to its original airport and has just landed and
is decelerating on the runway from which it took off. Accordingly,
current operating value 58 (i.e., the altitude of aircraft 54 in
this example) received 100 by aeronautical display process 50 may
change. Upon receiving this changed current operating value 58
(i.e., the altitude of aircraft 54 in this example), aeronautical
display process 50 may relocate 106 magnified operating window 202
along the fixed range of operating values (e.g., fixed range 206)
for aircraft 54 based, at least in part, upon the change in current
operating value 58. Accordingly and as shown in FIG. 6, magnified
operating window 202 may be relocated 106 downward toward the lower
end of fixed range 206 (i.e., proximate the 0 feet lower end of
fixed range 206).
[0048] Visual Indicators
[0049] Aeronautical display process 50 may render 108 a visual
acceptability indicator concerning the current operating value of
aircraft 54. For example and as will be explained below in greater
detail, this visual acceptability indicator concerning the current
operating value of aircraft 54 may include a color change and may
be configured to: indicate an acceptable operating condition for
aircraft 54 and indicate an unacceptable operating condition for
aircraft 54.
[0050] For example and with respect to the airspeed of aircraft 54,
aeronautical display process 50 may render 108 a plurality of
visual acceptability indicators into the fixed range of operating
values (e.g., fixed range 204) that concern the current operating
value of aircraft 54.
[0051] Specifically, fixed range 204 may be rendered 108 to
include: [0052] red and/or yellow "underspeed" airspeed range 208
for aircraft 54 (proximate the lower end of fixed range 204);
[0053] red and/or yellow "overspeed" airspeed range 210 for
aircraft 54 (proximate the upper end of fixed range 204); [0054]
green "cruising speed" airspeed range 212 for aircraft 54
(proximate the middle of fixed range 204); and [0055] "flaps
allowed" range 214 for aircraft 54.
[0056] Additionally, aeronautical display process 50 may render 108
outer periphery 216 of magnified operating window 200 to match the
above-described color-coding scheme (e.g., red and/or yellow when
in "underspeed" airspeed range 208 or "overspeed" airspeed range
210; and green when in "cruising speed" airspeed range 212).
[0057] Further, fixed range 206 may be rendered 108 to include:
[0058] red and/or yellow "low" altitude range 218 for aircraft 54
(proximate the lower end of fixed range 206); and [0059] green
"cruising" altitude range 220 for aircraft 54 (positioned above
"low" altitude range 218).
[0060] Additionally, aeronautical display process 50 may render 108
outer periphery 222 of magnified operating window 202 to match the
above-described color-coding scheme (e.g., red and/or yellow when
in "low" altitude range 218; and green when in "cruising" altitude
range 220). Further, aeronautical display process 50 may render 108
ground/grade indicator 224 within fixed range 206 to indicate grade
level.
[0061] Angle-of-Attack Display
[0062] As is known in the art and in aerodynamics, the
angle-of-attack specifies the angle between the chord line of the
wing of a fixed-wing aircraft and the vector representing the
relative motion between the aircraft and the atmosphere. The lift
coefficient of a fixed-wing aircraft varies with angle-of-attack.
Increasing angle-of-attack is associated with increasing lift
coefficient up to the maximum lift coefficient, after which lift
coefficient decreases. As the angle-of-attack of a fixed-wing
aircraft increases, separation of the airflow from the upper
surface of the wing becomes more pronounced, leading to a reduction
in the rate of increase of the lift coefficient. Cambered airfoils
are curved such that they generate some lift at small negative
angle-of-attack. A symmetrical wing has zero lift at 0 degrees
angle-of-attack. The lift curve is also influenced by the wing
shape, including its airfoil section and wing planform. A swept
wing has a lower, flatter curve with a higher critical angle.
[0063] The critical angle-of-attack is the angle-of-attack which
produces the maximum lift coefficient. This is also called the
"stall angle-of-attack". Below the critical angle-of-attack, as the
angle-of-attack decreases, the lift coefficient decreases.
Conversely, above the critical angle-of-attack, as the
angle-of-attack increases, the air begins to flow less smoothly
over the upper surface of the airfoil and begins to separate from
the upper surface. On most airfoil shapes, as the angle-of-attack
increases, the upper surface separation point of the flow moves
from the trailing edge towards the leading edge. At the critical
angle-of-attack, upper surface flow is more separated and the
airfoil or wing is producing its maximum lift coefficient. As the
angle of attack increases further, the upper surface flow becomes
more fully separated and the lift coefficient reduces further.
[0064] Above this critical angle of attack, the aircraft is said to
be in a stall. A fixed-wing aircraft by definition is stalled at or
above the critical angle of attack rather than at or below a
particular airspeed. The airspeed at which the aircraft stalls
varies with the weight of the aircraft, the load factor, the center
of gravity of the aircraft and other factors. However, the aircraft
always stalls at the same critical angle of attack. The critical or
stalling angle of attack is typically around 15.degree.-20.degree.
for many airfoils.
[0065] Referring also to FIGS. 7-12 and as will be discussed below
in greater detail, aeronautical display process 50 may receive 300
angle-of-attack information 60 concerning aircraft 14 and may
render 302 an angle-of-attack indicator (e.g., angle of attack
indicator 400) within a flight director (e.g., flight director 402)
of aircraft 54 based, at least in part, upon angle-of-attack
information 60.
[0066] By including the angle-of-attack indicator (e.g., angle of
attack indicator 400) within flight director 402 of aircraft 54, a
system is created that does not require the pilot of aircraft 54 to
take their eyes off of glass cockpit 50 to read a separate angle of
attack gauge.
[0067] The angle-of-attack indicator (e.g., angle of attack
indicator 400) may be a multi-portion angle-of-attack indicator,
wherein angle-of-attack information 60 may include: first
angle-of-attack information 60L concerning a first wing (e.g., left
wing 62L) of aircraft 54; and second angle-of-attack information
60R concerning a second wing (e.g., right wing 62R) of aircraft
54.
[0068] Accordingly and when rendering 302 an angle-of-attack
indicator (e.g., angle of attack indicator 400) within a flight
director (e.g., flight director 402) of aircraft 54 based, at least
in part, upon the angle-of-attack information (e.g.,
angle-of-attack information 20), aeronautical display process 50
may render 304 a first portion (e.g., first portion 404) of the
angle-of-attack indicator (e.g., angle of attack indicator 400)
within the flight director (e.g., flight director 402) for the
first wing (e.g., left wing 62L) of aircraft 54 based, at least in
part, upon first angle-of-attack information 60L.
[0069] Further and when rendering 302 an angle-of-attack indicator
(e.g., angle of attack indicator 400) within a flight director
(e.g., flight director 402) of aircraft 54 based, at least in part,
upon the angle-of-attack information (e.g., angle-of-attack
information 20), aeronautical display process 50 may render 306 a
second portion e.g., second portion 406) of the angle-of-attack
indicator (e.g., angle of attack indicator 400) within the flight
director (e.g., flight director 402) for the second wing (e.g.,
right wing 62R) of aircraft 54 based, at least in part, upon second
angle-of-attack information 60R.
[0070] Accordingly and through the use of the above-described
system, the angle-of-attack may be monitored for each wing
separately to avoid situations that may result in a single wing
aerodynamic stall (e.g., when an aircraft is subjected to
aggressive ruddering that greatly reduces airflow across a single
wing).
[0071] Referring also to FIG. 8A and as will be discussed below,
angle-of-attack indicator 400 may be a visual angle-of-attack
indicator (in a fashion similar to that of the airspeed and
altitude indicators described above).
[0072] As discussed above, angle of attack indicator 400 may be a
multi-portion angle-of-attack indicator, and may include: [0073] a
first portion (e.g., first portion 404) for the first wing (e.g.,
left wing 62L) of aircraft 54; and [0074] a second portion e.g.,
second portion 406) for the second wing (e.g., right wing 62R) of
aircraft 54.
[0075] Portion 404 may include multiple sections (e.g., sections
450, 452, 454) that may be indicative of the angle-of-attack being
experienced by left wing 62L, while portion 406 may include
multiple sections (e.g., sections 456; 458; 460) that may be
indicative of the angle-of-attack being experienced by right wing
62R.
[0076] For example and with respect to left wing 62L: [0077]
section 450 of first portion 404 may include: [0078] 1. Subsection
450A for indicating a low angle-of-attack for left wing 62L if
illuminated (typically green). [0079] 2. Subsection 450B for
indicating a safe angle-of-attack for left wing 62L if illuminated
(typically green). [0080] section 452 of first portion 404 may
include: [0081] 1. Subsection 452A for indicating a high
angle-of-attack for left wing 62L if illuminated (typically
yellow). [0082] 2. Subsection 452B for indicating a dangerously
high angle-of-attack for left wing 62L if illuminated (typically
yellow). [0083] section 454 of first portion 404 for indicating an
aerodynamic stall of left wing 62L if illuminated (typically red)
and may result in one or more audible alarms sounding within the
cockpit of aircraft 14.
[0084] For example and with respect to right wing 62R: [0085]
section 456 of second portion 406 may include: [0086] 1. Subsection
456A for indicating a low angle-of-attack for right wing 62R if
illuminated (typically green). [0087] 2. Subsection 456B for
indicating a safe angle-of-attack for right wing 62R if illuminated
(typically green). [0088] section 458 of second portion 406 may
include: [0089] 1. Subsection 458A for indicating a high
angle-of-attack for right wing 62R if illuminated (typically
yellow). [0090] 2. Subsection 458B for indicating a dangerously
high angle-of-attack for right wing 62R if illuminated (typically
yellow). [0091] section 460 of second portion 406 for indicating an
aerodynamic stall of right wing 62R if illuminated (typically red)
and may result in one or more audible alarms sounding within the
cockpit of aircraft 14.
[0092] Accordingly and when rendering 302 an angle-of-attack
indicator (e.g., angle of attack indicator 400) within a flight
director (e.g., flight director 402) of aircraft 54 based, at least
in part, upon the angle-of-attack information (e.g.,
angle-of-attack information 20), aeronautical display process 50
may render 308 at least a portion of the angle-of-attack indicator
(e.g., angle of attack indicator 400) within the flight director
(e.g., flight director 402) of aircraft 54 to indicate an
acceptable operating condition for aircraft 54 (e.g., a low
angle-of-attack or a safe angle-of-attack).
[0093] Further and when rendering 302 an angle-of-attack indicator
(e.g., angle of attack indicator 400) within a flight director
(e.g., flight director 402) of aircraft 54 based, at least in part,
upon the angle-of-attack information (e.g., angle-of-attack
information 20), aeronautical display process 50 may render 310 at
least a portion of the angle-of-attack indicator (e.g., angle of
attack indicator 400) within a flight director (e.g., flight
director 402) of aircraft 54 to indicate a questionable operating
condition for aircraft 54 (e.g., a high angle-of-attack or a
dangerously high angle-of-attack).
[0094] Additionally and when rendering 302 an angle-of-attack
indicator (e.g., angle of attack indicator 400) within a flight
director (e.g., flight director 402) of aircraft 54 based, at least
in part, upon the angle-of-attack information (e.g.,
angle-of-attack information 20), aeronautical display process 50
may render 312 at least a portion of the angle-of-attack indicator
(e.g., angle of attack indicator 400) within a flight director
(e.g., flight director 402) of aircraft 54 to indicate an
unacceptable operating condition for aircraft 54 (e.g., an
aerodynamic stall).
[0095] Accordingly and concerning such indications: [0096] FIG. 8
is indicative of a low angle-of-attack for left wing 62L and a low
angle-of-attack for right wing 62R; [0097] FIG. 9 is indicative of
a high angle-of-attack for left wing 62L and a safe angle-of-attack
for right wing 62R; [0098] FIG. 10 is indicative of a high
angle-of-attack for left wing 62L and a dangerously high
angle-of-attack for right wing 62R; [0099] FIG. 11 is indicative of
an aerodynamic stall of left wing 62L and a dangerously high
angle-of-attack for right wing 62R; and [0100] FIG. 12 is
indicative of an aerodynamic stall of left wing 62L and an
aerodynamic stall of right wing 62R;
[0101] The manner (e.g., shape and appearance) in which angle of
attack indicator 400 is shown in FIGS. 8-12 and FIG. 8A is for
illustrative purposes only and is not intended to be a limitation
of this disclosure, as the appearance of angle of attack indicator
400 may be varied to adhere to various design criteria.
[0102] General
[0103] As will be appreciated by one skilled in the art, the
present disclosure may be embodied as a method, a system, or a
computer program product. Accordingly, the present disclosure may
take the form of an entirely hardware embodiment, an entirely
software embodiment (including firmware, resident software,
micro-code, etc.) or an embodiment combining software and hardware
aspects that may all generally be referred to herein as a
"circuit," "module" or "system." Furthermore, the present
disclosure may take the form of a computer program product on a
computer-usable storage medium having computer-usable program code
embodied in the medium.
[0104] Any suitable computer usable or computer readable medium may
be utilized. The computer-usable or computer-readable medium may
be, for example but not limited to, an electronic, magnetic,
optical, electromagnetic, infrared, or semiconductor system,
apparatus, device, or propagation medium. More specific examples (a
non-exhaustive list) of the computer-readable medium may include
the following: an electrical connection having one or more wires, a
portable computer diskette, a hard disk, a random access memory
(RAM), a read-only memory (ROM), an erasable programmable read-only
memory (EPROM or Flash memory), an optical fiber, a portable
compact disc read-only memory (CD-ROM), an optical storage device,
a transmission media such as those supporting the Internet or an
intranet, or a magnetic storage device. The computer-usable or
computer-readable medium may also be paper or another suitable
medium upon which the program is printed, as the program can be
electronically captured, via, for instance, optical scanning of the
paper or other medium, then compiled, interpreted, or otherwise
processed in a suitable manner, if necessary, and then stored in a
computer memory. In the context of this document, a computer-usable
or computer-readable medium may be any medium that can contain,
store, communicate, propagate, or transport the program for use by
or in connection with the instruction execution system, apparatus,
or device. The computer-usable medium may include a propagated data
signal with the computer-usable program code embodied therewith,
either in baseband or as part of a carrier wave. The computer
usable program code may be transmitted using any appropriate
medium, including but not limited to the Internet, wireline,
optical fiber cable, RF, etc.
[0105] Computer program code for carrying out operations of the
present disclosure may be written in an object oriented programming
language such as Java, Smalltalk, C++ or the like. However, the
computer program code for carrying out operations of the present
disclosure may also be written in conventional procedural
programming languages, such as the "C" programming language or
similar programming languages. The program code may execute
entirely on the user's computer, partly on the user's computer, as
a stand-alone software package, partly on the user's computer and
partly on a remote computer or entirely on the remote computer or
server. In the latter scenario, the remote computer may be
connected to the user's computer through a local area network/a
wide area network/the Internet (e.g., network 14).
[0106] The present disclosure is described with reference to
flowchart illustrations and/or block diagrams of methods, apparatus
(systems) and computer program products according to embodiments of
the disclosure. It will be understood that each block of the
flowchart illustrations and/or block diagrams, and combinations of
blocks in the flowchart illustrations and/or block diagrams, may be
implemented by computer program instructions. These computer
program instructions may be provided to a processor of a general
purpose computer/special purpose computer/other programmable data
processing apparatus, such that the instructions, which execute via
the processor of the computer or other programmable data processing
apparatus, create means for implementing the functions/acts
specified in the flowchart and/or block diagram block or
blocks.
[0107] These computer program instructions may also be stored in a
computer-readable memory that may direct a computer or other
programmable data processing apparatus to function in a particular
manner, such that the instructions stored in the computer-readable
memory produce an article of manufacture including instruction
means which implement the function/act specified in the flowchart
and/or block diagram block or blocks.
[0108] The computer program instructions may also be loaded onto a
computer or other programmable data processing apparatus to cause a
series of operational steps to be performed on the computer or
other programmable apparatus to produce a computer-implemented
process such that the instructions which execute on the computer or
other programmable apparatus provide steps for implementing the
functions/acts specified in the flowchart and/or block diagram
block or blocks.
[0109] The flowcharts and block diagrams in the figures may
illustrate the architecture, functionality, and operation of
possible implementations of systems, methods and computer program
products according to various embodiments of the present
disclosure. In this regard, each block in the flowchart or block
diagrams may represent a module, segment, or portion of code, which
comprises one or more executable instructions for implementing the
specified logical function(s). It should also be noted that, in
some alternative implementations, the functions noted in the block
may occur out of the order noted in the figures. For example, two
blocks shown in succession may, in fact, be executed substantially
concurrently, or the blocks may sometimes be executed in the
reverse order, depending upon the functionality involved. It will
also be noted that each block of the block diagrams and/or
flowchart illustrations, and combinations of blocks in the block
diagrams and/or flowchart illustrations, may be implemented by
special purpose hardware-based systems that perform the specified
functions or acts, or combinations of special purpose hardware and
computer instructions.
[0110] The terminology used herein is for the purpose of describing
particular embodiments only and is not intended to be limiting of
the disclosure. As used herein, the singular forms "a", "an" and
"the" are intended to include the plural forms as well, unless the
context clearly indicates otherwise. It will be further understood
that the terms "comprises" and/or "comprising," when used in this
specification, specify the presence of stated features, integers,
steps, operations, elements, and/or components, but do not preclude
the presence or addition of one or more other features, integers,
steps, operations, elements, components, and/or groups thereof.
[0111] The corresponding structures, materials, acts, and
equivalents of all means or step plus function elements in the
claims below are intended to include any structure, material, or
act for performing the function in combination with other claimed
elements as specifically claimed. The description of the present
disclosure has been presented for purposes of illustration and
description, but is not intended to be exhaustive or limited to the
disclosure in the form disclosed. Many modifications and variations
will be apparent to those of ordinary skill in the art without
departing from the scope and spirit of the disclosure. The
embodiment was chosen and described in order to best explain the
principles of the disclosure and the practical application, and to
enable others of ordinary skill in the art to understand the
disclosure for various embodiments with various modifications as
are suited to the particular use contemplated.
[0112] A number of implementations have been described. Having thus
described the disclosure of the present application in detail and
by reference to embodiments thereof, it will be apparent that
modifications and variations are possible without departing from
the scope of the disclosure defined in the appended claims.
* * * * *